Train-stopping apparatus.



B. A. DURHAM.

TRAIN STOPPING APPARATUS.

APPLICATION FILED JAN-29,1916.

Patented May 1, 1917.

5 SHEETS-SHEET l.

B. A. DURHAM.

TRAIN STOPPING APPARATUS.

APPLICATION FILED JAN. 29. I916.

1,294,7Q3. Patented May 1, 1917.

5 SHEETS-SHEET 2.

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TRAIN STOPPING APPARATUS.

APPLICATION FILED JAN.29, 191s.

Patented May 1, 1917.

5 SHEETS-SHEET 3.

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B. A. DURHAM.

' TRAIN STOPPING APPARATUS 7 APPLICATION FILED IAN. 29. I916. LQ4JY8Q Patented 1IIay-1,19I'Z.

5 SHEETSSHEET 4.

51 14 uentoz B. A. DURHAM.

TRAIN STOPPING APPARATUS. APPLXCATION FILED JAN. 29, I916.

LQQ%,7Q3Q A Patented May 1, 191?.

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BALTIS ARTHUR DURHAM, OF IRVINGTON, NEW JERSEY.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented May 1, 11917.

; Application filed January 29, 1916. Serial No. 75,140.

To all whom it may concern: I

Be it known that I, BALTIs ARTHUR DUR- HAM, a citizen of the United States, residing at Irvington, in the county of Essex and State of New Jersey, have invented new and useful Improvements in Train- Stopping Apparatus, of Whichthe following is a specification.

This invention relates t0 improvements intrain stopping apparatus and-has particular application to an automatic train stop whereby the propelling power of the motor car may be cut 0E and the brakes applied in the event of the train running by a danger signal.

In carrying out the present invention, it is my purpose to provide apparatus of the class described which will be out of the control of the engineer of the train and which may be reset after the same'has operatedand wherein the resetting devices will be sealed so as to necessitate the breaking of the seal-when the apparatus is reset, thereby enabling the road authorities to determine when the automatic stopping apparatus has been brought into service.

It is also mypurpose to provide automatic train stopping apparatuswhich may be installed and maintained at comparatively small expense and which will be so associated with the throttle valve, or other power controlling element of the motor car, and the air brake system, .as to enable the engineer to manipulate the throttle valve and the engineers brake valve freely during the travel of the train and whereby the throttle valve will be taken out of the control of the engineer and the brakes ap-' plied irrespective of the position of the brake valve when the train stopping apparatus is brought into service.

With the above and other objects in view,

the invention consists in the construction,-

combination and arrangement of parts hereinafter set forth in and falling within the scope" of the claims.

In the accompanying drawings;

Figure 1 is a diagrammatic plan viewof the car carried mechanism, the cover of the casing of aportion of such mechanism being removed.

Fig.2 is a diagrammatic side elevationof a trackway and locomotive thereon showing my invent1on' lnstalled.

Fig. 3 is a longitudinal sectional new of F . the track rails.

Fig. 7 is a longitudinal sectional view.

through the main valve.

Fig. 8 is an enlarged vertical sectional view through the circuit closer under the control of the road signal.

Fig. 9 is a sectional view on the line 99 Fig. 10 is an enlarged vertical sectional View through the contact device carried by the locomotive.

Fig. 11 is a cross sectional view therethr'ough.

Fig. 12 is a cross sectional view on the line 12-12 of Fig. 4.

Referring now to the drawings in detail, 1 designates a trackway. Arranged along the trackway and appropriately spaced apart are the usual block signals 2 and disposed in advance of each block signal 2 is a contact rail 3 of suitable length and relatively high as compared with the height of Each block signal along the trackway controls a circuit closer 4 and, in the present instance, the circuit closer 4: comprises a vertical cylindrical casing 5. Secured to the inner surface of the side wall of the casing 5 at diametrically opposite points are contact plates 6 arranged adja cent to thelower-end "of the casing and these plates are insulated from the casing by means of strips of insulation 7 interposed between the contact plates and the side wall of the casing. Arranged within the casing is a vertical plunger 8 having the lower end projecting through an opening in the bottom wall of the casing and the upper end extending through an opening in the top wall of the casing and formed on the plunger adjacent tothe top wall of the casing .is a flange 9 adapted to limit the upward movement of the plunger, while surrounding the plunger immediately below the flange 9 is a collar 10 carrying contact fingers 11 diametrically opposed and adapted to engage the contact plates (3. Se

cured to the plunger 8,a suitable distance below the collar 10 is a stop collar 12, while encircling the plunger between the stop collar 12- andthe bottom wall of the casing is a coiled expansion spring 13 acting to hold the plunger normally at its limit of upwardmovement and to restore the plunger to normalposition succeeding the downward movement of the plunger to engage the fingers 11 with the plates 6. The upper end of the plunger is suitably connected with the operating rod of the signal blade of the signal 2 so that when the blade moves to danger position the plum er will be depressed against the action or the spring 13 to engage the fingers 11 with the contact plates 6, while when the blade is moved to clear position, the spring 13 will react to restore the plunger to normal position and disengage the fingers from the contact plates. "One of the contactplates 6 is con I nected by means ofaa wire 14 with the contact rail 3, while the other plate is connected by means of a wire 15 with the adjacent line of track rails. v l

16 designates the-throttle lever of the 10- comotive fulcrumed at one end upon a post 17 and movableover a segment 18 having one edge formed with teeth 19.' Slidably mounted upon the throttle lever 16 is a rod 20 carrying alockingdog 21 adapted to engage in the'teeth 19 'to hold'the throttle lever in adjusted position,-xthe rod being held in looking position, by a spring 22 and t 35 capable of movement" out, of ocking posi 4 tion by a finger piece 23 pivotedupon the throttle lever at the handle end thereof. Pivoted to the post 17 'upon one sideof the throttle lever'16 is a lever 24 having one edge formed with an upwardly projecting fiange25 andformed on thefiange 25 is a forwardly projecting finger 26 adapted to ride over the throttle lever when the lever 24 -is swung. Pivote'd between its ends uponthethrottle 1ever'I6 is a short lever 27 having one end thereof downturned and disposed in the path of'movement of. the

finger 26 and the other end portion adapted to engage a roller 29 mounted upon the rod 20 carryingthe locking dog 21. Formed on the side of the lever 24 remote from the throttle lever are rack teeth 30 extending across the lever and meshing with the rack teeth 30 is a toothedsegment 31 carried by one'end of an arm 32, the remaining end of the arm being fixed to a shaft "33 disposed atone side of the lever 24 and journaledin a bearing 34 carried by a bracket 35. 36 designates a fluid operated motor comprising, in the present instance, a cylinder 37 and a piston 38 mounted within the cylinder 37 and capable of rectilinear movement therein and connected witha sleeve-39 projecting outwardly through one end of the cylinder 37. Arranged within the sleeve inder 37 is a bearing tube 41.

, inder.

rod 40, while surrounding the sleeve '39 and carried by the adjacent end of the cyl- Disposed within the bearing tube 41 and encircling :the sleeve 39' is a coiled expansion spring 42 having one end bearing against the 191ston and the other end engaging a shoulder 43 formed on the inner wall of the bearing tube 41, the spring acting to hold the piston '38 in. normal position, that is, at the end.

of the cylinder remote from the bearing tube. The outer end of the piston rod is pivotallyconnected with an arm 44 that is "secured to the shaft 33 and in the movement of'the piston 38 against the action of the spring 42 motion is transmitted through the piston rod 40 and the arm 44 to the shaft 33, thereby rocking the shaft and the arm 32 with the efi'ect to swing the lever 24. In the initial movement of the lever 24, the finger 26 thereon engages the bent end 28 of the lever 27 and swings such lever with the eiiect to engage the lever with the roller 29 and slide the rod 20 against the action of the spring 22 to disengage-the dog 21 from the teeth 19, and inthe continued movement of the lever 24 under the action of the motor, the throttle lever is swung to valve closing position. i

45 designates the maincontrolling valve of my improved train stopping apparatus and this valve embodies a cylinder 46 in which is slidably mounted a head 47 formed with an inclined side portion 48, and a cylinder 49 arranged at right angles to the cylinder 46 andconnected thereto and in open communication therewith through a port 50 formed'in the side wall of the cylinder 46. Slidably mounted within the end portion of the cylinder 49 adjacent to the cylinder 46 is a piston 51, while extending across the cylinder 49' between the ends thereof isa partition- 52 formed centrally with an opening in which is threaded a guide tube 53 and securedto the piston 51 is a piston rod 54 pro ecting nto oneend of the guide tube 53,"while mounted within the other end of the guide tube 53 and normally closing such tube is aivalve plug 55' held in closed position by a spring 56 interposed between the plug andthe adjacent end wall of'the' cyL Formed in the side wall of the cyl- 1 inder 49 between the partition 52 and the cylinder 46 are ports 57 and 58 arranged adj acent to the cylinder 46 and the partition respectively, while formed in the side wall of the cylinder 49 between the partition 52 andwthe other end of the cylinder and disposed adjacent to the partition is a port 59.

Formed in one end of the cylinder- 46 is a port 60 normally closed by a spring actu- Y ated valve 61 formed with a stem 62 disposed within the influence oi the cam end 63 of alever 64 pivoted withinthe cylinder I "theaport 50.

46 and having the other end thereof diswith the end of the cylinder 37 remote from @theguide tube 41 by means of a pipe 66, I while the train line air pipe 67 is tapped into 1- thevport 59. Formed in the guide tube 53 adjacent to the Port 58 are discharge orifices 68.; Interposed between the piston 51 and 1 i the. partition 52 isa coiled expansion spring 69. acting to hold the piston 51 in normal position, that is, between the port 57 and Normally, the valve 61 is closed, the piston 51 held 'in position by the spring 69, and the valve plug closed so that communication is cut of]? between the main air reservoir and the cylinder 36 and between the train line air pipe 67 and the port 58. When, however, the head 47 is moved out ofnormal position, the inclined portion 48 on such head swings the lever 64 so that the cam end 63 of such lever engages the stem 62 of the valve '61 and opens said valve, thereby establishing communication between the ports and 50 so that the air from the main air reservoir may pass through such ports. As the air passes through the port 50, such air acts upon the piston 51 and slides the piston against the action of the sprin 69 to uncover the port 57, thereby permitting the main air reservoir air to flow through the pipe 56 and into the cylinder 37 to slide the piston 38 therein against the action of the spring42' to actuate the throttle valve lever as previously described. In this movement of the piston 51, the piston rod 54 slides within the guide tube 53 and engages the plug 55 and moves the latter away from its seat against the action of the spring 56, thereby establishing communication between the train line air pipe and the port 58 and as the port 58, opens into the atmosphere the pressure in the brake pipe will be reduced to effect an application of the brakes.

The head 47 is under the control of an electro-responsive device, which, in the present instance, is in the form of a solenoid and a core 71 disposed within the bore of the solenoid and having one end connected with the head 47 through the medium of a stem 72, and y. the other end equipped with a fiber tip 73. When the solenoid is energized, a pull is exerted upon the core 71 and the stem 72, thereby actuating the head 47 as previously described.

In the present instance, the solenoid 70 comprises a short winding 74 and a relatively long winding 75 and these windings areplaced end to end and wound from their outer ends toward their inner ends respectively and the 111116 ends of the windings lit are secured together, while the remaining ends are adapted to be connected in the controlling circuit of the solenoid. Upon reference to Fig. 6 of the drawings, it will be seen that a partition is arranged between the windings and the adjacent ends thereof, and this partition acts to concentrate the magnetic lines of force at this point so that the pull upon the core 71 will be exerted from a point beyond the center of the solenoid, thereby enabling the pull to be exerted upon the core at all times as the solenoid is energized and preventing an equalizing of the pull on the core.

This solenoid is arranged within a boxlike casing 76 provided with a hinged cover capable of movement to open and closed positions and designed to be sealed in closed position so that it will be necessary to break the seal to obtain access to the casing. Ar-

ranged within the casing 76 with the soleis a latching lever 81 formed'witha nose 82 adapted to engage the armature 78 when the latter is drawn into engagement with the poles of the coils 77 to hold the armature against return to normal position under the action of the spring 80. Disposed in the path of movement of the armature 78 to normal'position is a stop contact 83 acting to limit the movement of the armature under the action of the spring 80. Also located in the casing 76 is a manually operable cut-out switch 84 of some construction and a circuit breaker 85. In the present instance, the circuit breaker 85 comprises a lever 86 arranged across the end of the solenoid remote from the main valve 45 and disposed in the path of the tip end 73 of the core of the solenoid. This lever 86 is pivoted at one end as at 87 and has the re maining end adapted to engage a contact 88 and is normally held in engagement with the contact 88 by means of a spring 89. '90

designates a suitable source of electrical energy, such, for instance, as a battery and leading from one side of the battery 90 is a conductor 91 connected to one side of the switch 84 and from the other side of the switch 84 extends a conductor 92 terminally connected with one side of the coils 77 of the relay,.while connected to the other terminal of the coils is a conductor 93 termi nally connected with a contact device 94 carried by the forward end of the locomotive and adapted to ride upon the contact rails 3. The other side of the battery 90 is grounded upon the engine as at 95. In the present instance, the contact device 94 comprises a vertical casing 96 in the form of. an open ended tube having the bore therein circumferentially reduced at the lower half of its length and mounted within the circumferentially reduced portion of the bore of the tube 96 is a plunger 97 having the upper end equipped with a head 98 working within the large portion of the bore of the tube 96 and the lower end provided with a contact shoe 99 adapted to ride over the contact rails 3 along the trackway. Secured within the upper end of the tubular casing 96 is a bushing 100 and arranged within the bushing is a contact plug 101 adapted to be engaged by a spring pressed contact plunger 102 carried by the inner end of the plunger 97 and interposed between the contact plug 101 and the plunger 97 is a coiled expansion spring 103 holding the piunger 97 normally in lowered position and when the shoe 99 on the lower end of the plunger 97 rides over a contact rail 3, the plunger 97 is moved upwardly against the action of the spring 103 to engage the contact plunger 102 with the contact plug 101, thereby insuring a good electrical contact between the plug and the plunger 97. The upper end of the contact plug 101 is equipped with a binding post 104 to which the conductor 93 is connected, while the tubular casing 96 is mounted within the horizontal leg of an L-shaped bracket 105 suitably fastened to the locomotive adjacent to the, forward end thereof, and inclosing the upper end of the casing 96 and the parts carried thereby is a housing 106 through which the conductor 93 is passed.

Connected to the same terminal of the battery 90 as the conductor 91 is a conductor 107 terminally connected with the cir 'cuit breaker lever 86, while leading from the contact 88 of-the circuit breaker is a conductor 108 terminally connected with one terminal of the solenoid and from the remaining terminal of the solenoid 70 leads a conductor 109 connected with the latching lever 81 of the armature 78. A conductor 110 has one terminal" connected to the armature 78 and the other terminal connected to the other side of the battery 90.

When the signal blade is at danger and the shoe 99 of a contact device engages the contact rail 3, the circuit of the coils 77 of the relay is closed, current flowing from one side of the battery 90, through the conductor 91, switch 84:, conductor 92, the coils 77 conductor 93, contact device, contact rail 3, wire 14, circuit closer 4, conductor 15, one line of rails of the track, back to the other side of the battery by way of the ground connection between the battery and the engine.

Upon the energization of the coils 77, the

armature 78 is drawn into engagement with the poles thereof and is locked .in such engagement by means of the locking lever'81,

thereby closing the circuit of the solenoid 70, current flowing from one side of the battery 90, through the conductor 107, the circuit breaker 85, the solenoid, conductor 109, lever 81, armature 78, and back to the other side of the battery by way of the conductor 110. Upon the energization, ofthe solenoid, the main valve 45 isactuated as hereinbefore described. In the movement of the core of the solenoid, under the action of the solenoid winding, the tip 73 engages the circuit breakerlever 86 with the effect to break the solenoid circuit so as to prevent waste of current but should the core of the solenoid. rebound the spring 89 would react to again closethe-circuit closer 85 so asto again close thesolenoid circuit. Thus acc1- dental movement ofvtlie main valve to normal position is prevented.

Located in'the pipe 65 is a normally open cut-off valve 111 held in normal position by a seal 112 andwhen the valve is closed, to

facilitate the resetting-of the train stopping apparatus afterrthe same has operated, the sealll2'will be broken.

While Ihave/herein shown and described one preferred form of my invention by way of illustration, I wish it to be under- I adapted to be connected with-a source of supply, amain valve controlling communication between said motor and its'source of supply and comprising a head capable of sliding movement, a normally closed valve operable to open position in the movement of said head to permit the passage of the fluid from the source of supply, a piston operable from the fluid passing through said valve and cooperating with said valve to admit the fluid to said motor, said valve being adapted to. be connected to the brake pipe, and means operablefrom said piston to establish communication between the brake pipe and the atmosphere".

2. The combination with a fluid motor i and a source of supply thereforg of a main valve controlling communication between said motor and the source of supply and comprising a head capable of sliding movemerit, a normally closed valve operable to open position in the movement of said head to permit the passage of fluid from the source of supply, and a piston operable from the fluid passing through said valve and cooperating with-said valve to admit the fluid prising a head capable of shding move-' ment and having an inclined portion, a normally closed valve, a lever pivoted for swinging movement and having one end formed with a cam edge to operate said valve and the other end disposed within the infiuence of the inclined portion of said head, whereby in the movement of said head said valve will be opened to permitthe passage of the fluid from the source of supply, and a piston operable from the v fluid passing through said valve and cooperating with said valve to admit the fluid to said motor.

4. In automatic train stopping apparatus, the combination with the controlling element of a motor car, of a fluid motor for actuating said element to cut oif position and adapted to be connected to a source of supply. a main valve controlling communica-' tion between said motor and source'of supply and comprising a head capable'of sliding movement, electroresponsive mechanism for moving said head, a normally closed valve operable to open position to permit the passage of the fluid from the source of supply, and a piston operable from the fluid passing through said valve and cooperating with said valve to admit the fluid to said motor.

5. In automatic train stopping apparatus, the combination with the controlling element of a motor car, of a fluid motor for actuating said element to cut off position and adapted to be connected to a source of supply, a main valve controlling communication between said motor and source of supply and comprising a head capable of sliding movement, electroresponsive mechanism for moving said head, a normally closed valve operable to open position to permit the passage of the fluid from the source of supply, a piston operable from the fluid passing through said valve and cooperating with said valve to admit the fluid to said motor, and arnormally closed valve under the control of said piston and controlling the brake system and operable from the piston in the movement thereof to render the brake system active.

In testimony whereof I aflix my. signature in presence of two witnesses.

BALTIS ARTHUR DURHAM.

Witnesses:

W. R. DAvoL, -H. C. HUFF. 

